EP3446971B1 - Procédé de gestion de pneumatique d'aéronef et dispositif de gestion de pneumatique d'aéronef - Google Patents

Procédé de gestion de pneumatique d'aéronef et dispositif de gestion de pneumatique d'aéronef Download PDF

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Publication number
EP3446971B1
EP3446971B1 EP17785934.5A EP17785934A EP3446971B1 EP 3446971 B1 EP3446971 B1 EP 3446971B1 EP 17785934 A EP17785934 A EP 17785934A EP 3446971 B1 EP3446971 B1 EP 3446971B1
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European Patent Office
Prior art keywords
tire
internal pressure
landing
aircraft
temperature
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Application number
EP17785934.5A
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German (de)
English (en)
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EP3446971A1 (fr
EP3446971A4 (fr
Inventor
Yoshinobu Shoyama
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Bridgestone Corp
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Bridgestone Corp
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Publication of EP3446971A4 publication Critical patent/EP3446971A4/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/10—Arrangement of tyre-inflating pumps mounted on vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/20—Devices for measuring or signalling tyre temperature only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60S—SERVICING, CLEANING, REPAIRING, SUPPORTING, LIFTING, OR MANOEUVRING OF VEHICLES, NOT OTHERWISE PROVIDED FOR
    • B60S5/00—Servicing, maintaining, repairing, or refitting of vehicles
    • B60S5/04—Supplying air for tyre inflation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/34—Alighting gear characterised by elements which contact the ground or similar surface  wheeled type, e.g. multi-wheeled bogies
    • B64C25/36—Arrangements or adaptations of wheels, tyres or axles in general
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/02—Tyres specially adapted for particular applications for aircrafts

Definitions

  • the present invention relates to an aircraft tire management method and its device, and particularly to the adjustment of a tire internal pressure as an aircraft is landing.
  • the internal pressure of the aircraft tires is checked before the tires are mounted on the aircraft body or before takeoff and adjusted to an internal pressure considering a load to be applied when taking off.
  • an aircraft tire monitoring device in which an RF response unit having sensors for detecting a tire pressure and temperature is provided within a tire, and data about the tire internal pressure and temperature is read by a reader attached to an airframe via an antena from the response unit (see for example Patent Document 1).
  • an RF response unit having sensors for detecting a tire pressure and temperature
  • data about the tire internal pressure and temperature is read by a reader attached to an airframe via an antena from the response unit
  • states of operating tires can be monitored, and if necessary, appropriate measures can be taken to make maintenance or repair of a tire.
  • Patent Document 1 Japanese Unexamined Patent Application No. 2008-49999
  • the internal pressure of the aircraft tire is adjusted to an appropriate internal pressure when taking off, but the internal pressure is not necessarily appropriate when landing, and it is necessary to adjust the tire internal pressure to the appropriate internal pressure when landing.
  • Patent Document 1 simply detects the tire internal pressure and temperature but does not disclose or suggest necessity of adjusting the tire internal pressure to the appropriate internal pressure when the aircraft makes landing.
  • the present invention is made in consideration of the conventional problems and aims to provide an aircraft tire management method capable of adjusting a tire internal pressure on landing to an appropriate internal pressure and its device.
  • the present invention is an aircraft tire management method comprising the steps of obtaining the internal pressure and temperature of tires housed inside an aircraft in flight; obtaining the temperature and atmospheric pressure around the aircraft; obtaining the altitudes and air temperatures at the takeoff and landing sites for the aircraft; calculating a target internal pressure at takeoff from information about the altitude and air temperature at a takeoff airport; calculating a tire internal pressure of the in-flight aircraft whereby the tire internal pressure becomes a target tire internal pressure on landing from information about the temperature and atmospheric pressure around the tires of the aircraft, the air temperature and atmospheric pressure at the landing airport, and a load anticipated to act on the tires on landing; and adjusting the tire internal pressure of the in-flight aircraft so that the obtained internal pressures of the tires housed inside the aircraft become the calculated tire internal pressure of the in-flight aircraft.
  • the tire internal pressure is adjusted in flight so that the tire internal pressure at landing becomes a target tire internal pressure.
  • the tire internal pressure can be adjusted to a value so that deflection of tires becomes appropriate not only at liftoff but also at landing. Therefore, the abrasion resistance of the tires can be improved without losing the durability of the tires.
  • the present invention also relates to a device for managing an aircraft tire, comprising a tire information acquisition means for obtaining internal pressure information and temperature information of tires housed inside the aircraft in flight; an airframe information acquisition means for obtaining information about the temperature and atmospheric pressure around the aircraft; a landing tire internal pressure setting means for setting landing tire internal pressures, which are target internal pressures of the tires on landing, according to the altitude and air temperature at a landing site; an in-flight internal pressure calculation means for calculating an in-flight tire internal pressure according to the in-flight tire internal pressure and temperature information, and information about the temperature and atmospheric pressure around the tires of the aircraft; and a tire internal pressure adjusting means for adjusting pre-landing tire internal pressures so that the calculated pre-landing tire internal pressures become the landing tire internal pressures.
  • an aircraft tire management device capable of improving the abrasion resistance of the tires can be realized without deteriorating the durability of the tires.
  • FIG. 1 is a functional block diagram showing a structure of an aircraft tire management device 10 according to the present embodiment.
  • reference numeral 11 denotes a sensor unit
  • 12 denotes a takeoff site information acquisition means
  • 13 denotes a tire information acquisition means
  • 14 denotes an airframe information acquisition means
  • 15 denotes a landing site information acquisition means
  • 16 denotes a pre-landing internal pressure setting means
  • 17 denotes an in-flight internal pressure calculation means
  • 18 denotes a tire internal pressure adjusting means.
  • the sensor unit 11 has a pressure sensor 11a and a temperature sensor 11b, is integrally mounted with a tire valve 2 of an aircraft tire (hereinafter referred to as a tire 1) within a tire air chamber 4 of a wheel rim 3, and measures a temperature of gas within the tire 1.
  • Reference numeral 11c denotes a transmitter for transmitting the measured gas temperature within the tire 1 to the tire information acquisition means 13.
  • the takeoff site information acquisition means 12 obtains data about the air temperature (outside air temperature) and altitude (atmospheric pressure) at a pre-takeoff airport from the takeoff airport.
  • the outside air temperature may be a temperature obtained by an outside air temperature sensor 14a of the airframe information acquisition means 14.
  • the tire information acquisition means 13 obtains a temperature of the gas within the tire 1. Specifically, it stores the gas temperature within the tire 1 received from the transmitter 11c.
  • the airframe information acquisition means 14 comprises the outside air temperature sensor 14a and an altimeter 14b which are mounted on an unshown aircraft body and measures a temperature and atmospheric pressure around the aircraft.
  • the landing site information acquisition means 15 obtains data about the air temperature (outside air temperature) and altitude (atmospheric pressure) at a landing airport from the landing airport.
  • the pre-landing internal pressure setting means 16 calculates tire internal pressure IPA from the altitude and outside air temperature of the landing airport and the aircraft weight so that tire deflection on landing becomes predetermined deflection (35% for radial tire and 33% for bias tire).
  • the weight of the aircraft is obtained by subtracting the weight corresponding to the fuel consumed in flight from a load acting on the tires 1 before takeoff.
  • the in-flight internal pressure calculation means 17 calculates the tire internal pressure IP at a flight altitude of the aircraft by the following calculation formulae (1) and (2) so that correction coefficient Y becomes a predetermined value. And, the IP is adjusted by the tire internal pressure adjusting means 18.
  • IP 1 IP ⁇ a 4 ⁇ TI 4 + a 3 ⁇ TI 3 + a 2 ⁇ TI 2 + a 1 ⁇ TI + Y ⁇ 273 + TA / 273 + TI + a 4 ⁇ TA 4 + a 3 ⁇ TA 3 + a 2 ⁇ TA 2 + a 1 ⁇ TA + Y
  • IP 2 IPA + a 4 ⁇ TA 4 + a 3 ⁇ TA 3 + a 2 ⁇ TA 2 + a 1 ⁇ TA + Y
  • the correction coefficient Y is in a range of -0.943773 ⁇ Y ⁇ 1.0563.
  • the tire internal pressure adjusting means 18 bleeds air from the tires to adjust the tire internal pressure.
  • the flowchart of this embodiment comprises tire internal pressure adjustment steps before takeoff (Steps S10 to S14) and tire internal pressure adjustment steps before landing (Steps S21 to S24).
  • the tire internal pressure IP before takeoff is set when for example, a tire is mounted before the aircraft takes off so that the tire deflection at takeoff becomes 35% for the radial tire and 33% for the bias tire.
  • the tire temperature before takeoff is the same as the outside air temperature at the airport when the aircraft is parked for a long time after landing, but when the aircraft is parked for a short time after landing, the tire temperature becomes higher than the outside air temperature because it is influenced by heat generation of the tire caused by landing and taxiing.
  • Step S10 the load acting on the tire is calculated from the number of passengers and loaded fuel or measured (Step S10), and a target internal pressure (hereinafter referred to as management target internal pressure IPA) at takeoff is set based on the load (Step S11).
  • a target internal pressure hereinafter referred to as management target internal pressure IPA
  • Step S12 outside air temperature TA and tire inside gas temperature TI are measured (Step S12), and tire internal pressure IP is adjusted so that the correction coefficient Y becomes a predetermined value by using the following conversion formulae (1) and (2) (Step S13).
  • IP 1 IP ⁇ a 4 ⁇ TI 4 + a 3 ⁇ TI 3 + a 2 ⁇ TI 2 + a 1 ⁇ TI + Y ⁇ 273 + TA / 273 + TI + a 4 ⁇ TA 4 + a 3 ⁇ TA 3 + a 2 ⁇ TA 2 + a 1 ⁇ TA + Y
  • the correction coefficient Y is in a range of -0.943773 ⁇ Y ⁇ 1.0563.
  • the IP1 denotes a relative internal pressure when the outside air temperature is TA and the gas temperature inside the tire is TI
  • the IP2 denotes a target value of the internal pressure when the outside air temperature is TA.
  • Step S14 it is determined whether the difference between IP1 and IP2 is within 5 psi.
  • the tire internal pressure IP is adjusted so that the difference between IP1 and IP2 becomes within 5 psi, and the process returns to Step S13 to determine IP1 again.
  • Step S14 When the difference between IP1 and IP2 is within 5 psi in Step S14, the IP adjusted in Step S13 becomes the tire internal pressure.
  • the tire deflection at takeoff can be set to 35% for the radial tire and 33% for the bias tire.
  • Step S21 data about the outside air temperature at a landing airport predicted when landing is obtained (Step S21), and management target internal pressure IPA which is a target internal pressure on landing is set according to the outside air temperature and load (Step S22).
  • load W resulted from subtraction of the fuel consumed while flying from the load at the takeoff time may be used.
  • the management target internal pressure IPA is an internal pressure so that the tire deflection on landing becomes 35% for the radial tire and 33% for the bias tire.
  • the tire internal pressure IP in the sky that makes the landing tire internal pressure to be the management target internal pressure IPA, is determined by using the following conversion formulae (1) and (2) (Step S23).
  • IP 2 IPA + a 4 ⁇ TA 4 + a 3 ⁇ TA 3 + a 2 ⁇ TA 2 + a 1 ⁇ TA + Y
  • a 1 33 ⁇ 10 -4
  • a 2 4 ⁇ 10 -5
  • a 3 2 ⁇ 10 -6
  • IP1 is a use time setting target internal pressure and calculated from the internal pressure IP measured with the management target internal pressure IPA used as an index, tire temperature TI in the sky, and tire temperature TA at landing.
  • IP2 is a temperature conversion setting target internal pressure and calculated from the management target internal pressure IPA and the landing tire temperature TA.
  • IP and IPA it is also necessary to consider an altitude of each site. It is because when the altitude becomes higher, the tire internal pressure increases as the atmospheric pressure reduces.
  • Step S24 it is determined whether the difference between IP1 and IP2 is within 5 psi.
  • tests were conducted with environments and working conditions at takeoff and landing airports replaced with indoor test conditions, and effects were verified.
  • the tire to be used in an example and Comparative Examples 1 and 2 is a main tire 46 ⁇ 17R20 30PR for A320 with a normal load of 46000 Lbs. and a normal internal pressure of 222 Psi.
  • a drum test machine 3m in diameter was used for the effect verification test.
  • sandpaper was affixed to the surface of the drum steel in order to accelerate abrasion of the tread.
  • the internal pressure was set to 200 psi.
  • IP 2 IPA + a 4 ⁇ TA 4 + a 3 ⁇ TA 3 + a 2 ⁇ TA 2 + a 1 ⁇ TA + Y
  • the internal pressure was 184 psi
  • the tire load was 46000 Lbs.
  • taxiing was conducted at a speed of 40 km/h for ten minutes. After stopping, the speed was increased proportionally in 50 seconds to accelerate up to 225 km/h before taking off. And this process was determined as one takeoff test.
  • the landing test was conducted with the internal pressure of 232.5 psi and a tire load of 32200 Lbs.
  • the landing speed was 180 km/h and decelerated down to 40 km/h in 30 seconds. Then, taxiing was continuously conducted at the speed of 40 km/h for 10 minutes before stopping. This process was determined as one landing test.
  • Comparative Example 2 The working conditions at takeoff in Comparative Example 2 were set to be the same as in Comparative Example 1 to have an internal pressure of 200 psi, a tire load of 41400 Lbs., and an appropriate tire deflection of 35%.
  • IP 2 IPA + a 4 ⁇ TA 4 + a 3 ⁇ TA 3 + a 2 ⁇ TA 2 + a 1 ⁇ TA + Y
  • a 1 33 ⁇ 10 -4
  • a 2 4 ⁇ 10 -5
  • a 3 2 ⁇ 10 -6
  • the center groove of the tire was worn by about 70% only.
  • Comparative Example 2 the tire internal pressure at takeoff was reduced in order to improve the abrasion resistance, but in the example according to the present invention, the working conditions at takeoff were set to be the same as in Comparative Example 1 as described below, and the tire internal pressure on landing was adjusted to an appropriate internal pressure to improve the tire wear without deteriorating the durability of the tire.
  • the internal pressure at an altitude of 10000m before landing is determined.
  • IP 2 IPA + a 4 ⁇ TA 4 + a 3 ⁇ TA 3 + a 2 ⁇ TA 2 + a 1 ⁇ TA + Y
  • a 1 33 ⁇ 10 -4
  • a 2 4 ⁇ 10 -5
  • a 3 2 ⁇ 10 -6
  • IP 2 IPA + a 4 ⁇ TA 4 + a 3 ⁇ TA 3 + a 2 ⁇ TA 2 + a 1 ⁇ TA + Y
  • a 1 33 ⁇ 10 -4
  • a 2 4 ⁇ 10 -5
  • a 3 2 ⁇ 10 -6
  • the landing test was conducted with an internal pressure of 155 psi and a tire load of 32200 Lbs.
  • the landing speed was 180 km/h and decelerated down to 40 km/h in 30 seconds. Then, taxiing was continuously conducted at a speed of 40 km/h for 10 minutes before stopping. This process was determined as one landing test.
  • the aircraft lands with the tire internal pressure lower than the internal pressure set before the aircraft takes off, but the consumed fuel makes the landing aircraft lighten in weight, and the load acting on the tires is reduced as a result. Therefore, the tire deflection is normally smaller than an appropriate value 35%. Therefore, it is desirable to further reduce the internal pressure by partly removing air from the tires in the sky in the same manner as in the above-described embodiment.
  • Necessity of charging gas into the tires in the sky is limited to, for example, a case that the consumed fuel is small because of emergency landing made in a short time after takeoff.
  • management target internal pressure IPA was fixed in the above-described embodiment, but the IPA may be different depending on a target performance even in the same environment and the same working conditions. And, even when the target performance is the same, the IPA is different depending on the tire size, specifications, tire used environment and working conditions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Tires In General (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Claims (2)

  1. Procédé de gestion d'un bandage pneumatique pour aéronef (1), comprenant les étapes suivantes :
    obtention de la pression interne et de la température de bandages pneumatiques logés à l'intérieur d'un aéronef en vol ;
    obtention de la température et de la pression atmosphérique autour de l'aéronef ; et
    obtention des altitudes et des températures de l'air au niveau des sites de décollage et d'atterrissage de l'aéronef ; caractérisé par les étapes suivantes :
    calcul d'une pression interne cible lors du décollage sur la base des informations concernant l'altitude et la température dans un aéroport de décollage ;
    calcul d'une pression interne du bandage pneumatique de l'aéronef en vol, la pression interne du bandage pneumatique constituant ainsi une pression interne cible du bandage pneumatique lors de l'atterrissage sur la base des informations concernant la température et la pression atmosphérique autour des bandages pneumatiques de l'aéronef, la température de l'air et la pression atmosphérique dans l'aéroport d'atterrissage, et une charge anticipée devant agir sur les bandages pneumatiques lors de l'atterrissage ; et
    ajustement de la pression interne du bandage pneumatique de l'aéronef en vol, de sorte que les pressions internes déterminées des bandages pneumatiques logés à l'intérieur de l'aéronef constituent la pression interne calculée du bandage pneumatique de l'aéronef en vol.
  2. Dispositif (10) pour la gestion d'un bandage pneumatique pour aéronef (1), comprenant :
    un moyen d'acquisition des informations concernant le bandage pneumatique (13) pour obtenir des informations concernant la pression interne et des informations concernant la température des bandages pneumatiques logés à l'intérieur de l'aéronef en vol; et
    un moyen d'acquisition d'informations concernant la cellule (14) pour obtenir des informations concernant la température et la pression atmosphérique autour de l'aéronef ; caractérisé par :
    un moyen de définition de la pression interne de l'aéronef lors de l'atterrissage (16) pour définir les pressions internes du bandage pneumatique lors de l'atterrissage, constituant des pressions internes cibles du bandage pneumatique lors de l'atterrissage, en fonction de l'altitude et de la température de l'air au niveau d'un site d'atterrissage ;
    un moyen de calcul de la pression interne en vol (17) pour calculer une pression interne du bandage pneumatique en vol en fonction de la pression interne du bandage pneumatique en vol et de la température du bandage pneumatique en vol, et des informations concernant la température et la pression atmosphérique autour des bandages pneumatiques de l'aéronef ; et
    un moyen d'ajustement de la pression interne du bandage pneumatique (18) pour ajuster des pressions internes du bandage pneumatique avant l'atterrissage, de sorte que les pressions internes du bandage pneumatique avant l'atterrissage constituent les pressions internes du bandage pneumatique lors de l'atterrissage.
EP17785934.5A 2016-04-19 2017-04-17 Procédé de gestion de pneumatique d'aéronef et dispositif de gestion de pneumatique d'aéronef Active EP3446971B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016083811A JP6715066B2 (ja) 2016-04-19 2016-04-19 航空機用タイヤの管理方法及び航空機用タイヤの管理装置
PCT/JP2017/015415 WO2017183596A1 (fr) 2016-04-19 2017-04-17 Procédé de gestion de pneumatique d'aéronef et dispositif de gestion de pneumatique d'aéronef

Publications (3)

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EP3446971A1 EP3446971A1 (fr) 2019-02-27
EP3446971A4 EP3446971A4 (fr) 2019-02-27
EP3446971B1 true EP3446971B1 (fr) 2021-06-30

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EP17785934.5A Active EP3446971B1 (fr) 2016-04-19 2017-04-17 Procédé de gestion de pneumatique d'aéronef et dispositif de gestion de pneumatique d'aéronef

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US (1) US10759234B2 (fr)
EP (1) EP3446971B1 (fr)
JP (1) JP6715066B2 (fr)
CN (1) CN109153443B (fr)
WO (1) WO2017183596A1 (fr)

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JP7762617B2 (ja) * 2022-03-31 2025-10-30 株式会社ブリヂストン 内圧調整方法、及び内圧調整装置
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CN105292512B (zh) * 2015-10-27 2017-11-17 林国强 飞机着陆器及其着陆系统
AU2017322765A1 (en) * 2016-09-06 2019-04-18 Aktv8 LLC Tire management system and method

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US10759234B2 (en) 2020-09-01
US20190118587A1 (en) 2019-04-25
CN109153443A (zh) 2019-01-04
EP3446971A1 (fr) 2019-02-27
CN109153443B (zh) 2021-10-22
JP2017193225A (ja) 2017-10-26
EP3446971A4 (fr) 2019-02-27
WO2017183596A1 (fr) 2017-10-26
JP6715066B2 (ja) 2020-07-01

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